EP1157205A1 - System and method for controlling a control valve for a diesel fuel injection system - Google Patents

System and method for controlling a control valve for a diesel fuel injection system

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Publication number
EP1157205A1
EP1157205A1 EP00916760A EP00916760A EP1157205A1 EP 1157205 A1 EP1157205 A1 EP 1157205A1 EP 00916760 A EP00916760 A EP 00916760A EP 00916760 A EP00916760 A EP 00916760A EP 1157205 A1 EP1157205 A1 EP 1157205A1
Authority
EP
European Patent Office
Prior art keywords
valve
control
control valve
solenoid
current
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP00916760A
Other languages
German (de)
French (fr)
Other versions
EP1157205B1 (en
Inventor
Reda Rizk
Raimondo Giavi
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP1157205A1 publication Critical patent/EP1157205A1/en
Application granted granted Critical
Publication of EP1157205B1 publication Critical patent/EP1157205B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/004—Sliding valves, e.g. spool valves, i.e. whereby the closing member has a sliding movement along a seat for opening and closing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
    • F02M57/025—Injectors structurally combined with fuel-injection pumps characterised by the pump drive hydraulic, e.g. with pressure amplification
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
    • F02M59/105—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive hydraulic drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/46—Valves
    • F02M59/466—Electrically operated valves, e.g. using electromagnetic or piezoelectric operating means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M65/00—Testing fuel-injection apparatus, e.g. testing injection timing ; Cleaning of fuel-injection apparatus

Definitions

  • the invention relates to an arrangement and a method for regulating a control valve for a diesel injection system according to the preamble of claim 1 and of claim 3.
  • Such an arrangement and such a method are known from US Pat. No. 5,640,987.
  • the diesel engine with direct injection is the internal combustion engine with the highest thermodynamic efficiency.
  • fuel injection different technologies are used for different engines. Systems are particularly popular in the commercial vehicle sector
  • valve spool and the housing of the control valve are made of suitable magnetic materials, so that the valve spool remains in the respective end position even without current due to the hysteresis of the magnetic material of the spool and the housing.
  • This type of control valve is called a digital valve because of its bistable behavior.
  • the valve can be designed as a 2-, 3- or 4-way valve.
  • the object of the present invention is to design the above-mentioned arrangement and the above-mentioned method in such a way that the large scatter of the injectors in the injection behavior is reduced and the engine running is better or more uniform.
  • the information obtained in this way about the characteristic response behavior of the control valve when actuated can be processed in the context of an intelligent control system in such a way that the injection behavior of the respective injector is improved in such a way that deviations from the individual target values of the injection parameters are reduced. For example, a longer dead time between the start of energization of the solenoid coil and the start of the movement of the valve spool in a control valve or generally a delayed switching behavior can be compensated for by an earlier start of energization or another voltage supply.
  • the characteristic behavior of the valve can be determined from a few cycles of the switching cycle with just one activated magnet within a short period of time with sufficient accuracy
  • the arrangement according to the invention and the method according to the invention have the advantage that no additional components on the injector, such as stroke transmitters and the like, are required.
  • the method according to the invention can, for example, be carried out relatively easily by means of suitable software in the existing electronic motor control.
  • Fig. 1 shows the section through a control valve
  • 2 shows the control valve lift m as a function of time or the crank angle in the case of electromagnetic control of the control valve of FIG. 1.
  • Fig. 1 of the drawing shows a schematic
  • control valve known from US Pat. No. 5,640,987.
  • a control valve is used to time the flow of a fluid to the pressure booster of a fuel injector, thereby increasing the pressure m in a pressure chamber in the injector, from which the fuel is then injected via the injection nozzle m into the combustion chamber of the internal combustion engine.
  • the control valve can be designed as a 2-, 3- or 4-way valve.
  • the control valve 10 shown in FIG. 1 of the drawing has a housing 12 with a first opening 14 and a second opening 16.
  • the openings 14, 16 open a valve chamber 18 in the housing 12.
  • the fuel is supplied from a fuel accumulator via the opening 14.
  • the opening 16 establishes the connection to the pressure booster of the injector.
  • a valve spool 20 with a circumferential groove 22 is inserted in the valve chamber 18 in an axially movable manner.
  • the valve slide 20 can move back and forth between a left end position, which is shown in FIG. 1, and a right end position (not shown).
  • the housing 12 has a first leakage opening 17 and a second leakage opening 19, each of which ends at one end of the valve chamber 18 and is kept depressurized.
  • the groove 22 lies opposite the two openings 14, 16 such that the control edge 24 formed by the lateral boundary of the groove 22 blocks the fluid connection between the openings 14, 16 in the left end position of the valve spool 20, while in the other, right end - Position of the valve spool 20, the fluid connection is produced.
  • the end position of the valve slide 20 on the left in the drawing is thus the closed position and the the right end position of the valve slide 20 lying opposite the open position of the control valve 10.
  • the control valve 10 further comprises a first solenoid 30 and a second solenoid 32 which is spatially separated therefrom.
  • a solenoid 30, 32 each for generating magnetic forces is provided for movement of the valve slide 20.
  • the first solenoid 30 is shown in the illustration of F g. 1 of the drawing arranged on the right side of the valve chamber 18 and can move the valve spool 20 m to the right end position (the open position), while the second solenoid 32 is attached to the left side of the valve chamber 18 and is intended to move the valve spool 20 m to the left Bring end position (the closed position).
  • the leads 34 to the solenoids 30, 32 are connected to an electrical control circuit (not shown).
  • Fuel injector can flow, the first solenoid 30 is acted upon by the electrical control circuit with a control current. After the valve slide 20 has reached the right end position due to the magnetic force acting on it, the current for the first solenoid 30 is switched off again.
  • the valve spool 20 and the housing 12 of the control valve 10 are made of suitable magnetic materials, so that the valve spool 20 remains in the right end position, the open position, even without current from the first solenoid 30 due to the magnetic hysteresis.
  • the control valve 10 is closed again by applying a control current to the second solenoid 32 for a certain time, so that a magnetic force acts on the valve slide 20, which brings it to the left closed position.
  • the respective other magnet coil 32, 30 is switched as a sensor and the current induced in the sensor by a movement of the valve slide 20, which is made of a magnetic material (or the induced voltage) m of the control circuit is detected and evaluated to determine the response behavior of the respective control valve 10.
  • FIG. 2 of the drawing shows schematically and by way of example its upper part idealized the time profile of the control current supplied to the first solenoid coil 30 (solid line) and the time profile of the control current supplied to the second solenoid coil 32 (dashed line) .
  • the actual current profile deviates from the ideal profile shown to simplify the explanation and, as stated above, can be used to determine the characteristic response behavior of the control valve.
  • FIG. 2 of the drawing shows the temporal correlation to the upper part of the valve lift of the valve slide 20.
  • the control circuit begins to energize the first solenoid 30.
  • the valve slide 20 begins to move in the direction of the right end position, the open position.
  • This start of movement is detected by the second magnet coil 32, which was switched as a sensor at this time, on the basis of the current or voltage induced in the second magnet coil 32. If the valve slide 20 goes to its right end position (the open position) at the stop and therefore no longer moves, it also does not induce any current or voltage in the second solenoid 32. This results in the exact time t 3 in which the valve slide 20 comes to rest in its right end position. As a result, the current for the first magnetic coil 30 can be switched off immediately after the time t 4 .
  • the time t 2 determines the start of injection and the time period from t 2 to t essentially determines the injection duration of the injector.
  • the delay time t 2 -t ⁇ between the start of the energization of the first solenoid valve 30 to open the valve and the actual opening, and the switch-off time t - t 5 between the start of the energization of the second solenoid valve 32 to switch off the valve and the actual switch-off thus influence the most important injection parameters of the injector.
  • the times If ti to t 8 are recorded precisely on each injector, the deceleration times t 2 -t ⁇ and the shutdown tents t 7 -ts can be taken into account in the electrical control of each individual injector on the engine, for example by suitably setting the times ti and t ⁇ in relation to the crank angle are so that deviations from the target or mean value can be compensated exactly.
  • the current intensity and / or the voltage of the control current and the like can of course also be changed to compensate for deviations.
  • the times ti to t 8 each correspond to a specific crank angle of the engine; the times given can therefore also be replaced by the respective crank angle when the speed is recorded.
  • the present arrangement and the present method can also be used if both magnet coils 30, 32 are generally operated in parallel to increase the switching speed. To determine the times ti to t ⁇ , only a few cycles with only one actively controlled magnet are then to be carried out separately, while the other magnet is used as a sensor as described. This allows the actual behavior of the respective control valve to be identified with sufficient accuracy in order to be able to adapt it to the desired behavior via a setting, for example the start of the current supply and / or the strength of the control current.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Magnetically Actuated Valves (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

The invention relates to a system and a method for controlling a control valve for a diesel fuel injection system, comprising a fuel injector with a pressure amplifier. The control valve (10) is positioned upstream of the pressure amplifier. The valve spool (20) of the control valve (10) is moved back and forth by two physically separate magnetic coils (30, 32). When one of said two magnetic coils (30; 32) is electrically controlled by a control current the other magnetic coil (32; 30) is switched to a sensor function so that the current induced in the sensor by a movement of the valve spool (20) is detected.

Description

Beschreibungdescription
Anordnung und Verfahren zur Regelung eines Steuerventils für ein Diesel-EmspritzsystemArrangement and method for regulating a control valve for a diesel injection system
Die Erfindung betrifft eine Anordnung und ein Verfahren zur Regelung eines Steuerventils für ein Diesel-Em- spπtzsystem gemäß dem Oberbegriff des Patentanspruchs 1 bzw. des Patentanspruchs 3. Eine solche Anordnung und ein solches Verfahren sind aus der US-PS 5 640 987 bekannt.The invention relates to an arrangement and a method for regulating a control valve for a diesel injection system according to the preamble of claim 1 and of claim 3. Such an arrangement and such a method are known from US Pat. No. 5,640,987.
Der Dieselmotor mit Direkteinspritzung ist die Verbrennungskraftmaschine mit dem höchsten thermodynamischen Wirkungsgrad. Hinsichtlich der Kraftstoffeinspritzung sind für verschiedene Motoren unterschiedliche Technologien im Einsatz. Besonders im NKW-Bereich haben sich Systeme mitThe diesel engine with direct injection is the internal combustion engine with the highest thermodynamic efficiency. With regard to fuel injection, different technologies are used for different engines. Systems are particularly popular in the commercial vehicle sector
Druckubersetzung zur Erzeugung von höheren Drucken durchgesetzt. Ein Beispiel für einen Kraftstoffinjektor mit Druckubersetzung ist m der US-PS 5 460 329 (Sturman) beschrieben. Dabei gelangt der Kraftstoff über ein als Schieberventil aus- gestaltetes elektromagnetisches Steuerventil zu einem Druck- verstarker im Injektor. Über die elektromagnetische Ansteuerung des Steuerventils wird zu festgelegten Zeiten bzw. Kurbelwinkeln der Kraftstoff vom Druckverstarker unter hohen Druck gesetzt. Der unter hohen Druck gesetzte Kraftstoff be- wirkt dann auf die herkömmliche Art, daß die Ventilnadel des In ektors von ihrem Sitz abhebt und den Weg für den Kraftstoff zu der Einspritzdüse des Injektors freigibt und der Kraftstoff m den Brennraum des Dieselmotors eingespritzt wird. Das Steuerventil weist im Bereich der beiden Enden des Ventilschiebers je einen Elektromagneten auf, um hin- und hergeschaltet werden zu können, ohne daß elastische Ruckstellelemente erforderlich sind. Um das Steuerventil in einer definierten Stellung zu halten, muß jedoch immer einer der beiden Magneten mit Strom beaufschlagt bleiben, auch nachdem die gewünschte Stellung bereits erreicht ist. Deshalb hat Sturman das elektromagnetische Steuerven¬ til so weiterentwickelt, wie es in der eingangs genannten US- PS 5 640 987 beschrieben ist. Bei dieser Ausgestaltung bestehen der Ventilschieber und das Gehäuse des Steuerventils aus geeigneten magnetischen Materialien, damit der Ventilschieber auch ohne Strom aufgrund der Hysterese des magnetischen Materials des Schiebers und des Gehäuses in der jeweiligen Endstellung bleibt. Zum Umschalten braucht nur noch eine der beiden Magnetspulen kurz mit Strom beaufschlagt zu werden; nach dem erfolgten Umschalten kann der Strom dann abgeschaltet werden. Diese Art eines Steuerventils wird wegen seines bistabilen Verhaltens digitales Ventil genannt. Das Ventil kann als 2-, 3- oder 4-Wege-Ventιl ausgeführt werden.Print translation enforced to generate higher pressures. An example of a pressure translator fuel injector is described in U.S. Patent No. 5,460,329 (Sturman). The fuel reaches a pressure booster in the injector via an electromagnetic control valve designed as a slide valve. Via the electromagnetic control of the control valve, the fuel from the pressure booster is put under high pressure at defined times or crank angles. The fuel under high pressure then has the conventional effect that the valve needle of the injector lifts off its seat and clears the way for the fuel to the injector injector and the fuel is injected into the combustion chamber of the diesel engine. The control valve has an electromagnet in the area of the two ends of the valve slide in order to be able to switch back and forth without the need for elastic return elements. In order to keep the control valve in a defined position, however, one of the two magnets must always remain energized, even after the desired position has already been reached. For this reason, Sturman has further developed the electromagnetic control valve as described in the aforementioned US Pat. No. 5,640,987 . In this embodiment, the valve spool and the housing of the control valve are made of suitable magnetic materials, so that the valve spool remains in the respective end position even without current due to the hysteresis of the magnetic material of the spool and the housing. To switch over, only one of the two solenoids needs to be briefly energized; after the switchover has taken place, the current can then be switched off. This type of control valve is called a digital valve because of its bistable behavior. The valve can be designed as a 2-, 3- or 4-way valve.
Unvermeidliche Fertigungstoleranzen und damit die zwangsläufig unterschiedlichen Paarungsspiele zwischen dem Ventilschieber und dem Ventilgehause an den Steuerventilen der einzelnen Injektoren einer Emspπtzanlage für einen Mehrzylindermotor sowie Unterschiede in den Massen der Ventile und Schwierigkeiten in der Ventileinstellung bewirken je- doch ein unterschiedliches Einspritzverhalten der einzelnen Injektoren an den verschiedenen Zylindern des Motors und m der Folge davon ein ungleichmäßiges Verhalten des Motors, insbesondere RundlaufStörungen.Inevitable manufacturing tolerances and thus the inevitably different pairing play between the valve spool and the valve housing on the control valves of the individual injectors of an injection system for a multi-cylinder engine, as well as differences in the masses of the valves and difficulties in valve adjustment, however, result in a different injection behavior of the individual injectors on the different ones Cylinders of the engine and consequently an uneven behavior of the engine, in particular concentricity problems.
Aufgabe der vorliegenden Erfindung ist es, die em- gangs genannte Anordnung und das eingangs genannte Verfahren so auszugestalten, daß die große Streuung der Injektoren im Einspritzverhalten verringert wird und der Motorlauf besser bzw. gleichmäßiger wird.The object of the present invention is to design the above-mentioned arrangement and the above-mentioned method in such a way that the large scatter of the injectors in the injection behavior is reduced and the engine running is better or more uniform.
Diese Aufgabe wird erfindungsgemaß hinsichtlich der Anordnung mit den im Patentanspruch 1 angegebenen Maßnahmen und hinsichtlich des Verfahrens mit den im Patentanspruch 3 angegebenen Maßnahmen gelost. Bevorzugte Ausfuhrungsformen der Erfindung sind in den Unteranspruchen zu diesen Hauptan- spruchen angeführt. Die obige Aufgabe wird demnach erfindungsgemaß dadurch gelost, daß, wahrend eine der beiden Magnetspulen des Steuerventils zur Erzeugung einer magnetischen Kraft mit Strom beaufschlagt wird, die andere Magnetspule des jeweiligen Steuerventils als Sensor für eine Bewegung des Ventilschiebers geschaltet wird. Da der Ventilschieber aus einem magnetischen Material besteht, ermöglichen es die magneti- sehen und die Hystereseeigenschaften dieses Materials, daß eine Bewegung des Ventilschiebers wahrend der Einwirkung und auch noch nach dem Abschalten des Steuerstroms für die eine Magnetspule im Sensor einen Strom oder eine Spannung induziert. Die dadurch erhaltenen Informationen über das charak- teristische Ansprechverhalten des Steuerventils bei einer Ansteuerung können im Rahmen einer intelligenten Regelung so verarbeitet werden, daß das Einspritzverhalten des jeweiligen Injektors dahingehend verbessert wird, daß Abweichungen von den einzelnen Sollwerten der Einspritzparameter verringert werden. Zum Beispiel kann eine längere Totzeit zwischen dem Beginn der Bestromung der Magnetspule und dem Beginn der Bewegung des Ventilschiebers bei einem Steuerventil oder generell ein verzögertes Schaltverhalten durch einen früheren Beginn der Bestromung oder eine andere Spannungsversorgung kom- pensiert werden.This object is achieved according to the invention with regard to the arrangement with the measures specified in claim 1 and with regard to the method with the measures specified in claim 3. Preferred embodiments of the invention are set out in the subclaims to these main claims. The above object is therefore achieved according to the invention in that while one of the two solenoids of the control valve is used to generate a magnetic force Current is applied, the other solenoid of the respective control valve is switched as a sensor for movement of the valve spool. Since the valve spool is made of a magnetic material, the magnetic and hysteresis properties of this material enable movement of the valve spool during the action and also after the control current has been switched off to induce a current or a voltage for the one magnetic coil in the sensor. The information obtained in this way about the characteristic response behavior of the control valve when actuated can be processed in the context of an intelligent control system in such a way that the injection behavior of the respective injector is improved in such a way that deviations from the individual target values of the injection parameters are reduced. For example, a longer dead time between the start of energization of the solenoid coil and the start of the movement of the valve spool in a control valve or generally a delayed switching behavior can be compensated for by an earlier start of energization or another voltage supply.
Auch wenn im Betrieb zur Erhöhung der Schnelligkeit die beiden Elektromagnete parallel geschaltet werden, laßt sich das charakteristische Verhalten des Ventils aus wenigen Zyklen des Schaltspiels mit nur einem aktivierten Magneten innerhalb kurzer Zeit ausreichend genau bestimmen, um dasEven if the two electromagnets are connected in parallel in order to increase the speed, the characteristic behavior of the valve can be determined from a few cycles of the switching cycle with just one activated magnet within a short period of time with sufficient accuracy
Ist-Verhalten durch entsprechende Maßnahmen dem gewünschten Verhalten anzunähern.Appropriate measures to bring the actual behavior closer to the desired behavior.
Die erfmdungsgemaße Anordnung bzw. das erfindungsgemaße Verfahren hat den Vorteil, daß keine zusätzlichen Kompo- nenten am Injektor wie Hubgeber und dergleichen erforderlich sind. Das erfmdungsgemaße Verfahren laßt sich zum Beispiel relativ einfach durch eine geeignete Software m der vorhandenen elektronischen Motorsteuerung ausfuhren.The arrangement according to the invention and the method according to the invention have the advantage that no additional components on the injector, such as stroke transmitters and the like, are required. The method according to the invention can, for example, be carried out relatively easily by means of suitable software in the existing electronic motor control.
Ein Ausfuhrungsbeispiel der Erfindung wird im folgenden anhand der Zeichnung naher erläutert. Es zeigen:An exemplary embodiment of the invention is explained in more detail below with reference to the drawing. Show it:
Fig. 1 den Schnitt durch ein Steuerventil, und Fig. 2 den Steuerventilhub m Abhängigkeit von der Zeit bzw. dem Kurbelwinkel bei einer elektromagnetischen Ansteuerung des Steuerventils der Fig. 1.Fig. 1 shows the section through a control valve, and 2 shows the control valve lift m as a function of time or the crank angle in the case of electromagnetic control of the control valve of FIG. 1.
Die Fig. 1 der Zeichnung zeigt schematisch eineFig. 1 of the drawing shows a schematic
Schnittansicht des aus der US-PS 5 640 987 bekannten Steuerventils. Ein solches Steuerventil wird dazu verwendet, den Fluß eines Fluids zum Druckverstarker eines KraftstoffIn ektors zeitlich zu steuern, um dadurch den Druck m einer Druckkammer im Injektor zu erhohen, aus der der Kraftstoff dann über die Einspritzdüse m die Brennkammer des Verbrennungsmotors eingespritzt wird. Das Steuerventil kann als 2-, 3- oder 4-Wege-Ventιl ausgeführt werden.Sectional view of the control valve known from US Pat. No. 5,640,987. Such a control valve is used to time the flow of a fluid to the pressure booster of a fuel injector, thereby increasing the pressure m in a pressure chamber in the injector, from which the fuel is then injected via the injection nozzle m into the combustion chamber of the internal combustion engine. The control valve can be designed as a 2-, 3- or 4-way valve.
Das der Fig. 1 der Zeichnung gezeigte Steuerventil 10 weist ein Gehäuse 12 mit einer ersten Öffnung 14 und einer zweiten Öffnung 16 auf. Die Offnungen 14, 16 munden m eine Ventilkammer 18 im Gehäuse 12. Über die Öffnung 14 wird der Kraftstoff von einem KraftstoffSpeicher zugeführt. Die Öffnung 16 stellt die Verbindung zum Druckverstarker des Injek- tors her.The control valve 10 shown in FIG. 1 of the drawing has a housing 12 with a first opening 14 and a second opening 16. The openings 14, 16 open a valve chamber 18 in the housing 12. The fuel is supplied from a fuel accumulator via the opening 14. The opening 16 establishes the connection to the pressure booster of the injector.
In die Ventilkammer 18 ist axial beweglich ein Ventilschieber 20 mit einer umlaufenden Nut 22 eingesetzt. Der Ventilschieber 20 kann sich zwischen einer linken Endstellung, die der Fig. 1 dargestellt ist, und einer rechten Endstellung (nicht gezeigt) hm und her oewegen. Um eineA valve spool 20 with a circumferential groove 22 is inserted in the valve chamber 18 in an axially movable manner. The valve slide 20 can move back and forth between a left end position, which is shown in FIG. 1, and a right end position (not shown). To one
Dampfung der Bewegung des Ventilschiebers 20 zu verhindern, weist das Gehäuse 12 eine erste Leckageoffnung 17 und eine zweite Leckageoffnung 19 auf, die jeweils m einer Stirnseite der Ventilkammer 18 enden und drucklos gehalten werden. Die Nut 22 liegt den beiden Offnungen 14, 16 weiterhin derart gegenüber, daß die von der seitlichen Begrenzung der Nut 22 gebildete Steuerkante 24 in der linken Endstellung des Ventilschiebers 20 die Fluidverbmdung zwischen den Offnungen 14, 16 blockiert, wahrend in der anderen, rechten End- Stellung des Ventilschiebers 20 die Fluidverbmdung hergestellt wird. Die in der Zeichnung linke Endstellung des Ventilschiebers 20 ist somit die Geschlossenstellung und die ge- genuberliegende rechte Endstellung des Ventilschiebers 20 die Offenstellung des Steuerventils 10.To prevent damping of the movement of the valve spool 20, the housing 12 has a first leakage opening 17 and a second leakage opening 19, each of which ends at one end of the valve chamber 18 and is kept depressurized. The groove 22 lies opposite the two openings 14, 16 such that the control edge 24 formed by the lateral boundary of the groove 22 blocks the fluid connection between the openings 14, 16 in the left end position of the valve spool 20, while in the other, right end - Position of the valve spool 20, the fluid connection is produced. The end position of the valve slide 20 on the left in the drawing is thus the closed position and the the right end position of the valve slide 20 lying opposite the open position of the control valve 10.
Das Steuerventil 10 umfaßt des weiteren eine erste Magnetspule 30 und eine davon räumlich getrennte zweite Ma- gnetspule 32. Das heißt, daß im Bereich der beiden axialen Enden des Ventilschiebers 20 im Gehäuse 12 des Steuerventils 10 je eine Magnetspule 30, 32 zur Erzeugung magnetischer Kräfte für eine Bewegung des Ventilschiebers 20 vorgesehen ist. Die erste Magnetspule 30 ist in der Darstellung der F g. 1 der Zeichnung an der rechten Seite der Ventilkammer 18 angeordnet und kann den Ventilschieber 20 m die rechte Endstellung (die Offenstellung) bewegen, wahrend die zweite Magnetspule 32 an der linken Seite der Ventilkammer 18 angebracht und dafür vorgesehen ist, den Ventilschieber 20 m die linke Endstellung (die Geschlossenstellung) zu bringen. Die Zuleitungen 34 zu den Magnetspulen 30, 32 sind mit einer elektrischen Steuerschaltung (nicht gezeigt) verbunden.The control valve 10 further comprises a first solenoid 30 and a second solenoid 32 which is spatially separated therefrom. This means that in the area of the two axial ends of the valve spool 20 in the housing 12 of the control valve 10, a solenoid 30, 32 each for generating magnetic forces is provided for movement of the valve slide 20. The first solenoid 30 is shown in the illustration of F g. 1 of the drawing arranged on the right side of the valve chamber 18 and can move the valve spool 20 m to the right end position (the open position), while the second solenoid 32 is attached to the left side of the valve chamber 18 and is intended to move the valve spool 20 m to the left Bring end position (the closed position). The leads 34 to the solenoids 30, 32 are connected to an electrical control circuit (not shown).
Um das Steuerventil 10 zu offnen, damit ein Fluid, d.h. der Kraftstoff von der ersten Öffnung 14 zur zweiten Öffnung 16 und damit vom Speicher zum Druckverstarker imTo open the control valve 10 to allow fluid, i.e. the fuel from the first opening 14 to the second opening 16 and thus from the accumulator to the pressure booster in
Kraftstoffinjektor fließen kann, wird die erste Magnetspule 30 von der elektrischen Steuerschaltung mit einem Steuerstrom beaufschlagt. Nachdem der Ventilschieber 20 aufgrund der dadurch auf ihn einwirkenden magnetischen Kraft die rechte End- Stellung erreicht hat, wird der Strom für die erste Magnetspule 30 wieder abgeschaltet. Der Ventilschieber 20 und das Gehäuse 12 des Steuerventils 10 bestehen aus geeigneten magnetischen Materialien, so daß der Ventilschieber 20 auch ohne Strom der ersten Magnetspule 30 aufgrund der magneti- sehen Hysterese in der rechten Endstellung, der Offenstel- lung, bleibt.Fuel injector can flow, the first solenoid 30 is acted upon by the electrical control circuit with a control current. After the valve slide 20 has reached the right end position due to the magnetic force acting on it, the current for the first solenoid 30 is switched off again. The valve spool 20 and the housing 12 of the control valve 10 are made of suitable magnetic materials, so that the valve spool 20 remains in the right end position, the open position, even without current from the first solenoid 30 due to the magnetic hysteresis.
Das Steuerventil 10 wird wieder dadurch geschlossen, daß die zweite Magnetspule 32 für eine bestimmte Zeit mit einem Steuerstrom beaufschlagt wird, so daß auf αen Ventil- Schieber 20 eine magnetische Kraft wirkt, die ihn die linke Geschlossenstellung bringt. Erfindungsgemaß wird nun wahrend einer elektrischen Ansteuerung einer der beiden Magnetspulen 30, 32 mit einem Steuerstrom die jeweils andere Magnetspule 32, 30 als Sensor geschaltet und der durch eine Bewegung des Ventilschiebers 20, der aus einem magnetischen Material ist, im Sensor induzierte Strom (bzw. die induzierte Spannung) m der Steuerschaltung erfaßt und zur Bestimmung des Ansprechverhaltens des jeweiligen Steuerventils 10 ausgewertet. Das heißt, daß, wahrend der ersten Magnetspule 30 em Steuerstrom zugeführt wird, die zweite Magnetspule 32 als Sensor für eine Bewegung des Ventilschiebers 20 geschaltet und verwendet und an der zweiten Magnetspule 32 der von einer Bewegung des Ventilschiebers 20 induzierte Strom (bzw. die induzierte Spannung) erfaßt wird. Gleichermaßen wird, wenn der zweiten Magnetspule 32 em Steuerstrom zugeführt wird, die erste Magnetspule 30 als Sensor verwendet und geschaltet. Auf diese Art und Weise können m Korrelation zueinander folgende Informationen gewonnen werden:The control valve 10 is closed again by applying a control current to the second solenoid 32 for a certain time, so that a magnetic force acts on the valve slide 20, which brings it to the left closed position. According to the invention, during the electrical actuation of one of the two magnet coils 30, 32 with a control current, the respective other magnet coil 32, 30 is switched as a sensor and the current induced in the sensor by a movement of the valve slide 20, which is made of a magnetic material (or the induced voltage) m of the control circuit is detected and evaluated to determine the response behavior of the respective control valve 10. This means that while the first solenoid 30 em control current is supplied, the second solenoid 32 is switched and used as a sensor for a movement of the valve spool 20 and on the second solenoid 32 the current induced by a movement of the valve spool 20 (or the induced Voltage) is detected. Likewise, when control current is supplied to the second solenoid 32, the first solenoid 30 is used and switched as a sensor. In this way, the following information can be obtained in correlation with one another:
- Zeitliche Abhängigkeit des Stroms durch die jeweils bestromte Magnetspule;- Time dependence of the current through the magnet coil that is energized;
- zeitliche Abhängigkeit der davon bewirkten Bewegung des Ventilschiebers 20; und- Time dependence of the movement of the valve slide 20 caused thereby; and
- Zeitpunkt des Erreichens der jeweiligen Endstellung des Ventilschiebers 20. Die Fig. 2 der Zeichnung zeigt schematisch und beispielhaft ihrem oberen Teil idealisiert den zeitlichen Verlauf des der ersten Magnetspule 30 zugefuhrten Steuerstroms (ausgezogene Linie) und den zeitlichen Verlauf des der zweiten Magnetspule 32 zugefuhrten Steuerstroms (gestrichelte Linie) . Der tatsächliche Stromverlauf weicht von dem zur Vereinfachung der Erläuterung dargestellten idealen Verlauf ab und kann, wie oben angegeben, zur Bestimmung des charakteristischen Ansprechverhaltens des Steuerventils herangezogen werden . In ihrem unteren Teil zeigt die Fig. 2 der Zeichnung der zeitlichen Korrelation zum oberen Teil den Ventilhub des Ventilschiebers 20. Zum Zeitpunkt ti wird, um das Steuerventil 10 aus seiner normalerweise geschlossenen Stellung zu offnen, von der Steuerschaltung mit der Bestromung der ersten Magnetspule 30 begonnen. Daraufhin beginnt mit einer gewissen Verzögerung zum Zeitpunkt t2 der Ventilschieber 20, sich m Richtung zur rechten Endstellung, der Offenstellung, zu bewegen. Dieser Bewegungsbeginn wird von der zu dieser Zeit als Sensor geschalteten zweiten Magnetspule 32 aufgrund des in der zweiten Magnetspule 32 induzierten Stroms bzw. der induzierten Span- nung erfaßt. Wenn der Ventilschieber 20 an seiner rechten Endstellung (der Offenstellung) m Anschlag geht und sich deshalb nicht mehr weiter bewegt, induziert er auch keinen Strom bzw. keine Spannung mehr in der zweiten Magnetspule 32. Daraus ergibt sich exakt der Zeitpunkt t3, in dem der Ventil- Schieber 20 in semer rechten Endstellung zur Anlage kommt. Als Folge davon kann unmittelbar danach zum Zeitpunkt t4 der Strom für die erste Magnetspule 30 abgeschaltet werden.- Time of reaching the respective end position of the valve slide 20. FIG. 2 of the drawing shows schematically and by way of example its upper part idealized the time profile of the control current supplied to the first solenoid coil 30 (solid line) and the time profile of the control current supplied to the second solenoid coil 32 (dashed line) . The actual current profile deviates from the ideal profile shown to simplify the explanation and, as stated above, can be used to determine the characteristic response behavior of the control valve. In its lower part, FIG. 2 of the drawing shows the temporal correlation to the upper part of the valve lift of the valve slide 20. At time ti, in order to open the control valve 10 from its normally closed position, the control circuit begins to energize the first solenoid 30. Thereupon, with a certain delay at the time t 2, the valve slide 20 begins to move in the direction of the right end position, the open position. This start of movement is detected by the second magnet coil 32, which was switched as a sensor at this time, on the basis of the current or voltage induced in the second magnet coil 32. If the valve slide 20 goes to its right end position (the open position) at the stop and therefore no longer moves, it also does not induce any current or voltage in the second solenoid 32. This results in the exact time t 3 in which the valve slide 20 comes to rest in its right end position. As a result, the current for the first magnetic coil 30 can be switched off immediately after the time t 4 .
Um das Steuerventil 10 wieder zu schließen, wird ab dem Zeitpunkt t5 der zweiten Magnetspule 32 von der Steuer- schaltung Strom zugeführt, wahrend die erste Magnetspule 30 als Sensor geschaltet wird. Die erste Magnetspule 30 erfaßt dann den Zeitpunkt tβ des Beginns der Bewegung des Ventilschiebers 20 nach links Richtung linke (geschlossene) Endstellung sowie den Zeitpunkt t7, wenn der Ventilschieber 20 n der linken (geschlossenen) Endstellung zur Anlage kommt. Zum Zeitpunkt t8 wird daraufhin die Bestromung der zweiten Magnetspule 32 beendet.In order to close the control valve 10 again, current is supplied to the second solenoid 32 from the control circuit from time t 5 , while the first solenoid 30 is switched as a sensor. The first solenoid 30 then detects the time tβ of the start of the movement of the valve slide 20 to the left towards the left (closed) end position and the time t 7 when the valve slide 20 comes into contact with the left (closed) end position. The current supply to the second magnetic coil 32 is then ended at time t 8 .
Der Zeitpunkt t2 legt den Einspritzbeginn fest, und die Zeitspanne von t2 bis t bestimmt im wesentlichen die Einspritzdauer des Injektors. Die Verzogerungszeit t2-tι zwischen dem Beginn der Bestromung des ersten Magnetventils 30 zum Offnen den Ventils und dem tatsächlichen Offnen sowie die Abschaltzeit t--t5 zwischen dem Beginn der Bestromung des zweiten Magnetventils 32 zum Abschalten des Ventils und dem tatsächlichen Abschalten beeinflussen damit die wichtigsten Einspritzparameter des Injektors. Da sich mit der vorliegenden Anordnung und dem vorliegenden Verfahren die Zeitpunkte ti bis t8 an jedem Injektor exakt erfassen lassen, können die Verzogerungszeiten t2-tχ und die Abschaltzelten t7-ts bei der elektrischen Ansteuerung jedes einzelnen Injektors am Motor zum Beispiel durch geeignetes Festlegen der Zeitpunkte ti und tδ im Verhältnis zum Kurbelwinkel berücksichtigt werden, so daß Abweichungen vom Soll- oder Mittelwert genau kompensiert werden können.The time t 2 determines the start of injection and the time period from t 2 to t essentially determines the injection duration of the injector. The delay time t 2 -tι between the start of the energization of the first solenoid valve 30 to open the valve and the actual opening, and the switch-off time t - t 5 between the start of the energization of the second solenoid valve 32 to switch off the valve and the actual switch-off thus influence the most important injection parameters of the injector. Since with the present arrangement and the present method, the times If ti to t 8 are recorded precisely on each injector, the deceleration times t 2 -tχ and the shutdown tents t 7 -ts can be taken into account in the electrical control of each individual injector on the engine, for example by suitably setting the times ti and t δ in relation to the crank angle are so that deviations from the target or mean value can be compensated exactly.
Alternativ oder zusätzlich kann zur Kompensation von Abweichungen natürlich auch die Stromstarke und/oder die Spannung des Steuerstromes und dergleichen verändert werden. Die Zeitpunkte ti bis t8 entsprechen jeweils einem bestimmen Kurbelwinkel des Motors; die Angabe der Zeitpunkte kann deshalb bei der Erfassung der Drehzahl auch durch eine Angabe des jeweiligen Kurbelwinkels ersetzt werden. Die vorliegende Anordnung und das vorliegende Verfahren können auch dann angewendet werden, wenn beide Magnetspulen 30, 32 zur Erhöhung der Schaltgeschwindigkeit im allgemeinen parallel betrieben werden. Zur Festlegung der Zeitpunkte ti bis tβ sind dann separat nur einige wenige Zyklen mit jeweils nur einem aktiv angesteuerten Magneten zu durchfahren, wahrend der andere Magnet wie beschrieben als Sensor verwendet wird. Damit laßt sich das Ist-Verhalten des jeweiligen Steuerventils ausreichend genau identifizieren, um es über eine Einstellung zum Beispiel des Beginns der Bestromung und/oder der Starke des Steuerstromes an das Soll-Verhalten anpassen zu können. Alternatively or in addition, the current intensity and / or the voltage of the control current and the like can of course also be changed to compensate for deviations. The times ti to t 8 each correspond to a specific crank angle of the engine; the times given can therefore also be replaced by the respective crank angle when the speed is recorded. The present arrangement and the present method can also be used if both magnet coils 30, 32 are generally operated in parallel to increase the switching speed. To determine the times ti to tβ, only a few cycles with only one actively controlled magnet are then to be carried out separately, while the other magnet is used as a sensor as described. This allows the actual behavior of the respective control valve to be identified with sufficient accuracy in order to be able to adapt it to the desired behavior via a setting, for example the start of the current supply and / or the strength of the control current.

Claims

Patentansprüche claims
1. Anordnung zur Regelung eines Steuerventils für em Diesel-Emspritzsystem, mit einem Kraftstoff-Injektor mit ei- nem Druckverstarker, dem das Steuerventil (10) vorgeschaltet ist, wobei das Steuerventil (10) em Gehäuse (12) mit einer Ventilkammer (18) mit einem beweglichen Ventilschieber (20) darin sowie eine erste Magnetspule (30) und eine zweite Magnetspule (32) zur Bewegung des Ventilschiebers (20) umfaßt, dadurch g e k e n n z e i c h n e t , daß wahrend einer elektrischen Ansteuerung einer der beiden Magnetspulen (30; 32) mit einem Steuerstrom die jeweils andere Magnetspule (32; 30) als Sensor geschaltet ist, wobei der durch eine Bewegung des Ventilschiebers (20) im Sensor induzierte Strom m einer Steuerschaltung erfaßt und zur Bestimmung des Ansprechverhaltens des Steuerventils (10) ausgewertet wird.1. Arrangement for regulating a control valve for a diesel injection system, with a fuel injector with a pressure booster, upstream of which the control valve (10) is connected, the control valve (10) em housing (12) with a valve chamber (18) with a movable valve spool (20) therein and a first solenoid (30) and a second solenoid (32) for moving the valve spool (20), characterized in that during electrical control one of the two solenoids (30; 32) with a Control current, the other solenoid coil (32; 30) is connected as a sensor, the current m induced in the sensor by movement of the valve slide (20) in a control circuit being detected and evaluated to determine the response behavior of the control valve (10).
2. Anordnung nach Anspruch 1, dadurch gekennzeichnet, daß zur Bestimmung des Ansprechverhaltens des Steuerventils2. Arrangement according to claim 1, characterized in that for determining the response behavior of the control valve
(10) wahrend einiger Betriebszyklen des Kraftstoff-Injektors nur eine der Magnetspulen (30; 32) elektrisch angesteuert und die jeweils andere Magnetspule (32; 30) als Sensor geschaltet wird, und daß wahrend der übrigen Betriebszyklen eine paral- lele Ansteuerung beider Magnetspulen (30, 32) erfolgt.(10) during a few operating cycles of the fuel injector, only one of the solenoids (30; 32) is electrically controlled and the other solenoid (32; 30) is switched as a sensor, and that during the remaining operating cycles a parallel control of both solenoids ( 30, 32).
3. Verfahren zur Regelung eines Steuerventils für em Diesel-Emspritzsystem, mit einem Kraftstoff-Injektor mit einem Druckverstarker, dem das Steuerventil (10) vorgeschaltet ist, wobei das Steuerventil (10) em Gehäuse (12) mit einer Ventilkammer (18) mit einem beweglichen Ventilschieber (20) darin sowie eine erste Magnetspule (30"> und eine zweite Magnetspule (32) zur Bewegung des Ventilschiebers (20) umfaßt, dadurch g e k e n n z e i c h n e t, daß wahrend einer elektrischen Ansteuerung einer der beiden Magnetspulen (30; 32) mit einem Steuerstrom die jeweils andere Magnetspule (32; 30) als Sensor verwendet wird, wobei der durch eine Bewegung des Ventilschiebers (20) im Sensor induzierte Strom erfaßt und zur Bestimmung des Ansprechverhaltens des Steuerventils (10) ausgewertet wird.3. A method for controlling a control valve for em diesel injection system, with a fuel injector with a pressure booster, which the control valve (10) is connected upstream, the control valve (10) em housing (12) with a valve chamber (18) with a Movable valve spool (20) therein and a first solenoid (30 "> and a second solenoid (32) for moving the valve spool (20), characterized in that during electrical control of one of the two solenoids (30; 32) with a control current the other magnetic coil (32; 30) is used as a sensor, whereby the current induced by a movement of the valve spool (20) in the sensor is detected and evaluated to determine the response behavior of the control valve (10).
4. Verfahren nach Anspruch 3, dadurch gekennzeichnet, daß zur Bestimmung des Ansprechverhaltens des Steuerventils (10) wahrend einiger Betriebszyklen des Kraftstoff-Injektors nur eine der Magnetspulen (30; 32) elektrisch angesteuert und die jeweils andere Magnetspule (32; 30) als Sensor geschaltet wird, und daß wahrend der übrigen Betriebszyklen eine parallele Ansteuerung beider Magnetspulen (30, 32) erfolgt.4. The method according to claim 3, characterized in that for determining the response of the control valve (10) during some operating cycles of the fuel injector, only one of the solenoids (30; 32) is electrically controlled and the other solenoid (32; 30) as a sensor is switched, and that during the remaining operating cycles a parallel control of both solenoids (30, 32) takes place.
5. Verfahren nach Anspruch 3, dadurch gekennzeichnet, daß zur Einstellung des Ansprechverhaltens des Steuerventils (10) der Zeitpunkt (ti; t5) des Beginns der Zufuhrung des5. The method according to claim 3, characterized in that to adjust the response of the control valve (10) the time (ti; t 5 ) of the start of the supply of
Steuerstroms zu der angesteuerten Magnetspule (30; 32) verändert wird.Control current to the controlled solenoid (30; 32) is changed.
6. Verfahren nach Anspruch 3, dadurch gekennzeichnet, daß zur Einstellung des Ansprechverhaltens des Steuerventils6. The method according to claim 3, characterized in that for adjusting the response behavior of the control valve
(10) die Stromstarke des Steuerstroms für die angesteuerte Magnetspule (30; 32) verändert wird. (10) the current intensity of the control current for the controlled solenoid coil (30; 32) is changed.
EP00916760A 1999-03-01 2000-02-24 System and method for controlling a control valve for a diesel fuel injection system Expired - Lifetime EP1157205B1 (en)

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US11421875B2 (en) 2012-09-15 2022-08-23 Honeywell International Inc. Burner control system
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US6494187B2 (en) 2002-12-17
DE50000490D1 (en) 2002-10-17
US20020029765A1 (en) 2002-03-14
WO2000052326A1 (en) 2000-09-08
EP1157205B1 (en) 2002-09-11

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